TECHNOLOGY REVIEW
2
DESIGN PHILOSOPHY ................................................... 4
EFFICIENT LOW-EMISSION COMBUSTION ...................... 5
CRANKSHAFT AND BEARINGS ...................................... 6
WÄRTSILÄ WETPAC HUMIDIFICATION ............................ 6
ENGINE BLOCK ............................................................ 7
PISTON ....................................................................... 7
PISTON RINGS ............................................................. 7
CYLINDER LINER AND ANTI-POLISHING RING ................. 7
CONNECTING ROD ....................................................... 8
CYLINDER HEAD .......................................................... 8
MULTIDUCT ................................................................. 8
FUEL INJECTION SYSTEM ............................................. 9
TURBOCHARGING SYSTEM ......................................... 10
COOLING SYSTEM ..................................................... 10
LUBRICATING OIL SYSTEM ......................................... 10
AUTOMATION SYSTEM ............................................... 12
EASY APPLICATION .................................................... 14
EASY MAINTENANCE.................................................. 14
MAIN TECHNICAL DATA .............................................. 15
This is a brief guide to the technical features and performance
of the Wärtsilä 32DF engine.
TECHNOLOGY REVIEW
3
The submersible heavy load ship Blue Marlin is equipped with three Wärtsilä 8L32 engines.
The passenger ferry Finnmarken is equipped with two Wärtsilä 9L32 main engines and two Wärtsilä 6L32 auxiliary engines.
The combined heat and power plant ItalGreen is equipped with three Wärtsilä 18V32 engines running on liquid biofuel.
The oil power plant Yue Yuen is equipped with twelve Wärtsilä 18V32LN and three Wärtsilä 18V32 engines.
DESIGN PHILOSOPHYThe WÄRTSILÄ® 32 is based on the latest
achievements in combustion technology; it is
designed for flexible manufacturing methods
and long maintenance-free operating periods.
The engine is fully equipped with all essential
ancillaries and a thoroughly planned interface
to the plant or ship control system.
4
current IMO limits and World Bank Guidelines,
but even lower NOx emission limits such
as the predicted next IMO limit and special
requirements for countries such as India. The
32-engine can be optimized for minimum fuel
consumption or for lower NOX-emissions such
as 710 ppm-v (15 % O2) with an associated
fuel penalty.
DEVELOPMENT OF ENGINE PERFORMANCE
-12
-10
-8
-6
-4
-2
0
SFOC
(g/k
Wh)
0
200
400
600
800
1000
1200
NOX
SFOC
Wärtsilä Vasa 32 Wärtsilä 32 Wärtsilä 32economy optimized
Wärtsilä 32emission optimized
NOX
World Bank / IMO limit
New Asian limit
Performance values for LFO
Wärtsilä 20V32 engine.
Hydrocarbons can be burned under a
wide range of conditions. Today, also
CO2 emissions are much in focus due
to the climate change issues and hence
it is essential to try to optimize the fuel
oil consumption concurrently with other
emission reduction targets.
Wärtsilä has developed the Low
NOX combustion concept since 1994
and raised the fuel efficiency of the
diesel engines substantially without a
simultaneous NOX-emission increase.
The Low NOX combustion concept has
been enhanced on the Wärtsilä 32
engine type to meet not the only the
EFFICIENT LOW-EMISSION COMBUSTION
The main qualities of the Wärtsilä 32 are:
Low-NOX combustion
Reliability and low maintenance costs
Integrated monitoring and control or
basic automation system
Ergonomic interface
Minimized consumables.
•••
••
5
Compressor
Heat
Waterinjection
Saturated air70...90°C
Water mist catcher
CRANKSHAFT AND BEARINGSThe latest advances in combustion
development require a crank gear that
operates reliably at high cylinder pressures.
The crankshaft must be robust and the specifi c
bearing loads kept at an acceptable level.
This is achieved by careful optimization of
crankthrow dimensions and fi llets. The specifi c
bearing loads are conservative and the cylinder
spacing, which is important for the overall
length of the engine, is minimized.
Besides low bearing loads, the other
crucial factor for safe bearing operation is
oil fi lm thickness. Ample oil fi lm thicknesses
in the main bearings are ensured by optimal
balancing of rotational masses and, in the big
end bearing, by ungrooved bearing surfaces
in the critical areas. All the factors needed for
a free choice of the most appropriate bearing
material are present.
The new NOX reduction technology developed
by Wärtsilä is named Wetpac humidifi cation.
The principle of Wetpac humidifi cation is to
introduce water with the intake air to reduce
the combustion temperature and thereby
the formation of NOX. Pressurized water is
injected directly after the compressor of the
turbocharger. The high temperature of the
compressed air evaporates the water, which
enters the cylinders as steam. A water mist
catcher prevents water in liquid state from
entering the cylinders. The maximum NOX
reduction is typically 20-40% depending on
application specifi c limitations, and the water
consumption is normally up to two times the
fuel oil consumption.
WÄRTSILÄ WETPAC HUMIDIFICATION
6
ENGINE BLOCKNodular cast iron is the natural choice for
engine blocks today thanks to its strength and
stiffness properties, along with all the freedom
offered by casting. The Wärtsilä 32 makes
optimum use of modern foundry technology
to integrate most oil and water channels. The
result is a virtually pipe-free engine with a
clean outer exterior.
Resilient mounting is state-of-the-art in
many applications and requires a stiff engine
frame. Integrated channels designed with this
in mind can serve a double purpose.
PISTONFor years, the outstanding piston concept
for highly rated heavy fuel engines has been
a composite piston with a steel crown and
nodular cast-iron skirt. More than 20 years
of experience has fi ne-tuned the concept.
When it comes to reliability, there is no real
alternative today for modern engines running
with high cylinder pressures and combustion
temperatures. Wärtsilä-patented skirt
lubrication is applied to minimize frictional
losses and ensure appropriate lubrication of
both piston rings and the piston skirt.
PISTON RINGSIn Wärtsilä´s three-ring concept each ring has
a specifi c task. They are dimensioned and
profi led for consistent performance throughout
their operating lives. To avoid carbon deposits
in the ring grooves of a heavy fuel engine, the
pressure balance on top of and underneath
each ring is crucial. Experience has shown that
this effect is most likely achieved with a three-
ring pack. Finally, it is well-known that most
frictional losses in a reciprocating combustion
engine originate from the rings. Thus a three-
ring pack is the obvious choice in this respect,
too. The top ring, which bears the greatest
load, is provided with a special wear-resistant
coating.
CYLINDER LINER AND ANTI-POLISHING RINGThe thick high-collar type cylinder liner
is designed to have the stiffness needed
to withstand both pre-tension forces and
combustion pressures with virtually no
deformation. Its temperature is controlled by
bore cooling of the upper part of the collar
to achieve a low thermal load and to avoid
sulphuric acid corrosion. The cooling water is
distributed around the liners with simple water
distribution rings at the lower end of the collar.
At the upper end the liner is equipped with an
anti-polishing ring to eliminate bore polishing
and reduce lube oil consumption. The function
of this ring is to calibrate the carbon deposits
formed on the piston top land to a thickness
small enough to prevent any contact between
the liner wall and the deposits at any piston
position. Since there is no contact between
the liner and piston top land deposits no oil
can be scraped upwards by the piston. The
other positive effect is that the liner wear is
signifi cantly reduced at the same time. The
strength of the wear-resistant liner materials
used for years in Wärtsilä engines has been
further increased to cope with the high
combustion pressures expected in the future.
7
CONNECTING RODA three-piece connecting rod with all the
highly stressed surfaces machined is the
safest design for engines of this size intended
for continuous operation at high combustion
pressures. For easy maintenance and
accessibility the upper joint face is placed
right on top of the big-end bearing housing.
A special hydraulic tool is developed for
simultaneous tensioning of all four screws.
To eliminate any risk of wear in the
contact surfaces, an intermediate plate
with a special surface treatment is placed
between the main parts.
CYLINDER HEADThe cylinder head design is based on the four-
screw concept developed by Wärtsilä and used
for more than 25 years. Its internal structure is
designed for maximum stiffness, which is essential
for obtaining both liner roundness and even contact
between exhaust valves and their seats.
A four-screw cylinder head design also
provides all the freedom needed for designing
inlet and exhaust ports with a minimum of fl ow
losses. Computational fl uid dynamics (CFD)
analysis in combination with full-scale fl ow
measurements has been used for port design
optimization.
The vast amount of experience gained from
heavy fuel operation all around the world has
contributed greatly to exhaust-valve design
and development. Put together, this means that
a valve material and geometry with superior
performance is now available.
MULTIDUCTMultiducts replace a number of individual
components in traditional engine designs. Their
functions are:
8
Air transfer from the air receiver to the
cylinder head
Exhaust transfer to the exhaust system
Cooling water outlet after the cylinder head
Cooling water return channel from the
engine.
Additional functions are:
Introduction of an initial swirl to the inlet air
for optimal part-load combustion
Insulation and cooling of the exhaust transfer
duct
Support for exhaust system and its insulation.
•
•••
•
•
•
The ultimate safety in low-pressure fuel system
design is achieved with the Wärtsilä-patented
multihousing principle. With this system the
fuel line consists basically of drilled channels in
cast parts clamped firmly on the engine block.
In the Wärtsilä 32 these parts are:
The pump housing
The tappet housing
The fuel transfer housing
The multicover.
For easy assembly/disassembly these parts
are connected to each other with slide
connections. Since both the whole low-
pressure system and the high-pressure system
are housed in a fully covered compartment,
the safety standard is unbeatable. The high-
pressure system was designed and endurance
tested at 2000 bar. Injection pressure is
around 1800 bar.
With a wear-resistant low-friction coating
on the plunger no lubricating oil is required
for the pump element. Thanks to the profiled
plunger geometry the clearance between
plunger and barrel can be kept small, thereby
allowing only a minimum of oil to pass down
the plunger. This small leakage is collected and
returned to the fuel system. Any likelihood of
••••
the fuel mixing with the lube oil is eliminated.
Both nozzle holders and the nozzle are made
of high-grade hardened steel to withstand
the high injection pressures. Combined with
oil cooling of the nozzles this guarantees
outstanding nozzle lifetimes.
COMMON RAIL FUEL INJECTIONThe common rail system comprises
pressurizing fuel pumps, fuel accumulators and
electronically controlled fuel injectors. The fuel
pumps are driven by the camshaft and each
pump and accumulator serve two cylinders.
Adjacent accumulators are connected with
small bore piping in order to reduce the risk of
pulsation in the rail. The engine can operate
with one or two fuel pumps disconnected,
should this ever be necessary. A safety feature
of the system is that there is no pressure on
the injection nozzles between injections. All
functions are controlled by the embedded
control system on the engine.
The main advantage of the common rail
system is that the injection pressure can be
kept at a sufficiently high level over the while
load range, which gives smokeless operation
also at low load.
FUEL INJECTION SYSTEM
9
TURBOCHARGING SYSTEMEvery Wärtsilä 32 engine is equipped with
the turbocharging system that best fulfi ls the
requirements of each specifi c application. The
standard alternatives are:
Spex (single pipe exhaust) system with
exhaust waste gate
Spex system with exhaust waste gate and
air bypass for variable speed engines
The Spex system is designed for minimum fl ow
losses on both exhaust and air sides.
The charging systems are designed to
give high effi ciency and extremely good load
acceptance. Spex is designed for the best
possible full-load performance. Spex combined
with exhaust waste gate and air bypass meets
the well-known good low-load performance of
pulse charging. With its unique design its load
acceptance is close to pulse charging.
Non-cooled chargers with inboard plain
bearings lubricated from the engine´s lube
•
•
oil system are used. All this makes for longer
intervals between overhauls and reduced
maintenance.
The turbocharger technology is going
through a period of intense design and
performance development. Only the best
available charger technology will be used on
the Wärtsilä 32.
COOLING SYSTEMThe cooling system is split into two separate
circuits, the high-temperature (HT) and the
low-temperature (LT) circuits. The cylinder
liner and the cylinder head temperatures are
controlled through the HT circuit. The system
temperature is kept at a high level, about 95
°C, for safe ignition/combustion of low-quality
heavy fuels, also at low loads. An additional
advantage is maximum heat recovery and total
effi ciency in cogeneration plants. To further
increase the recoverable heat from this circuit
it is connected to the high-temperature part
of the double-stage charge air cooler. The
HT water pump and thermostatic valve are
integrated with the pump cover module at the
free end of the engine. The complete HT circuit
is thus virtually free of pipes.
The LT circuit serves the low-temperature
part of the charge air cooler and the built-on
lube oil cooler. It is fully integrated with engine
parts such as the LT water pump with pump
cover module, the LT thermostatic valve with
the lube oil module and transfer channels in
the engine block.
LUBRICATING OIL SYSTEMAll Wärtsilä 32 engines are equipped with a
complete lube oil system, i.e. an engine-driven
main pump, electrically driven prelubricating
pump, cooler, full fl ow fi lter and centrifugal
fi lter. The engine may also be fi tted with special
Engine
57–63 °C
Charge aircooler
Lube oilcooler
Exp.0.7–1.5 bar
Exp.0.7–1.5 bar
38–47 °C
LTCcentralcooler
93–102 °C
HTCcentralcooler
Engine
Pr e-heater
Optionalfor.CHP
Charge aircooler
Spex charging.
10
running-in fi lters before each main bearing.
The pumps, pressure regulation and safety
valves are integrated into one module fi tted at
the free end of the engine. Filter, cooler and
thermostatic valves make up another module.
On in-line engines this is always located neatly
on the back side of the engine whereas on V-
engines it is either at the fl ywheel or free end,
depending on the turbocharger position.
The lube oil fi ltration is based on an
automatic back-fl ushing fi lter requiring a
minimum of maintenance. The fi lter elements
are made of seamless sleeve fabric with high
temperature resistance. An overhaul interval of
one year is recommended. The expected lifetime
is four years. A special feature is the centrifugal
fi lter, connected to the back-fl ushing line of
the automatic fi lter. This provides the means
for extraction of distant wear particles from the
system.
FilterCooler Pump
Primingpump
11
AUTOMATION SYSTEMThe Wärtsilä 32 engine is equipped with
the Wärtsilä unified controls (UNIC) engine
automation system. The different systems
available for Wärtsilä 32 engine are UNIC
C1 and C2, described as follows.
UNIC system components
ESM Engine Safety Module
MCM Main Control Module
TCM Thermocouple Module
IOM Input Output Module
PDM Power Distribution Module
LCP Local Control Panel
LDU Local Display Unit
UNIC C1In the UNIC C1 engine automation system,
the fundamental aspects of the engine
control and safety are handled by the
embedded control and management
system. This includes engine speed
and load control as well as overspeed
protection, lube oil pressure and cooling
water temperature protection. For the other
parts, the design requires the majority of
the sensors to be hardwired to a plant or
ship control and monitoring system.
The UNIC C1 system provides the following
functionality:
Fundamental safety (overspeed, LO
pressure, cooling water temp.)
Basic local monitoring
Hardwired interface to plant or ship
control system.
Speed and load control (electronic speed
control by MCM if engine equipped
with actuator, otherwise by mechanical
governor)
Start/stop management
The engine control system is designed to:
Achieve the highest possible reliability,
with components, e.g. sensors,
designed specifically for the on-engine
environment,
Reduce cabling on and around
the engine, with a clear point of
interconnection and a standardized
interface, and
Provide high performance with optimized
and pre-tested controls.
•
••
•
•
•
•
•
UNIC C2The UNIC C2 engine automation system
provides a complete embedded engine
control and monitoring system. UNIC C2 is a
distributed and bus-based system in which
the monitoring and control function is placed
close to the point of measurement and control.
This significantly simplifies both the on- and
off-engine wiring. Additionally, the advanced
functions in the system, e.g. for diagnostics
and control, provide outstanding performance
and reliability, and the need for off-engine
systems is significantly reduced.
The UNIC C2 system provides the following
functionality:
Complete engine safety system
Complete local monitoring, including all
readings, events and diagnostics
••
Speed and load control (electronic speed
control by MCM if engine equipped with
actuator, otherwise by mechanical governor)
Complete engine control, including start/
stop, load reduction request, etc.
Alarm signal provision
Full system diagnostics
Fieldbus interface
The engine control system is designed to:
Provide a compact embedded engine
control and management system for space-
saving applications,
Reduce installation and commissioning time
by providing a very simple fieldbus-based
interface that is delivered pre-tested and
fully operational from the factory,
Achieve the highest possible reliability
with components, e.g. sensors, designed
•
•
•••
•
•
•
UNIC C1
UNIC C2
12
specifically for the on-engine environment,
Considerably reduce cabling on and
around the engine through a bus-
based architecture, with a clear point of
interconnection and with a standardized
hardwire and fieldbus interface, and
Provide high performance with optimized
and pre-tested controls.
UNIC C2 shares the same mechanical design
as the UNIC C1, and can therefore easily be
retrofitted when needed. Common components
and functionality also simplifies operator
training and spare parts logistics, since all
UNIC options use the same basic design and
components.
•
•
13
EASY APPLICATIONAn important design principle of the Wärtsilä
32 is to build as much auxiliary equipment as
possible on the engine. This goes for lube oil
and water pumps, lube oil cooler and filter,
engine control and monitoring. Application
work is thus reduced to a minimum. However,
the engine still needs connections to the
plant or ship control system. The trend is
increasingly towards standardized modules.
To make full use of this from the installation
cost point of view, the engine should support
smooth interfacing. The Wärtsilä 32 comes
in a number of standard options, e.g. a
turbocharger at either end of the engine and
one- or two-stage charge air cooling, without
sacrificing the easy interfacing principle.
EASY MAINTENANCEEfficient and easy maintenance is incorporated
into the design. In combination with the long
intervals between overhauls, the hours spent
on maintenance are reduced to a minimum.
The lube oil filtration is one good example.
Hydraulics are used for pre-tension of the
cylinder head screws, all the connecting rod
screws, and the main bearing screws. The
distinctive Wärtsilä feature with individual
hydraulic jacks for each main bearing is of
course adopted. The unique fuel line design
enables injection pump exchange with a
minimum of work with less risk of error.
The multiduct arrangement allows the
cylinder head to be lifted without removal of
water pipes, while the slide-in connections
on the manoeuvring side allows it to be lifted
without removal of oil or air pipes. The water
pumps are easy to replace thanks to the
cassette design principle and water channel
arrangement in the pump cover at the free end
of the engine. There is greater accessibility to
all the above components thanks to a minimal
number of pipes and an ergonomic component
design.
14
MAIN TECHNICAL DATA MARINE ENGINESCylinder bore 320 mmPiston stroke 400 mmCylinder output 480, 500 kW/cylEngine speed 720, 750 rpmMean effective pressure 24.9, 24.9 barPiston speed 9.6, 10.0 m/sVoltage 0.4 - 13.8 kVGenerator efficiency 0.95 - 0.97 NOX emissions Within IMO limitsFuel specification: Fuel oil 730 cSt/50°C 7200 sRl/100°F ISO 8217, category ISO-F-RMK 55 SFOC 175-180 g/kWh at ISO conditions
RATED POWER FOR MECHANICAL PROPULSION
Engine type720 rpm – 480 kW/cyl 750 rpm – 500 kW/cyl
kW BHP kW BHP 6L32 7L32 8L32 9L3212V3216V3218V32
2 8803 3603 8404 3205 7607 6808 640
3 910 4 570 5 220 5 870 7 83010 44011 740
3 0003 5004 0004 5006 0008 0009 000
4 080 4 760 5 440 6 120 8 16010 87012 230
ENGINE DIMENSIONS (MM) AND WEIGHTS (TONNES)
Engine type A* A B* B C D F Weight
6L32 7L32 8L32 9L3212V3216V3218V32
5 1085 4786 4786 9686 7958 062
-
5 2975 7586 5107 1166 8378 2068 766
2 2682 5582 4382 4382 3382 479
-
2 2682 4902 4182 4182 3902 5232 523
2 3002 3002 3002 3002 8703 2933 293
2 3452 3452 3452 3452 1202 1202 120
1 1531 1531 1531 1531 4751 4751 475
35.541.545.048.560.576.082.5
*Turbocharger at flywheel end.
RATED POWER: GENERATING SETS
Engine type720 rpm/60 Hz – 480 kW/cyl 750 rpm/50 Hz – 500 kW/cyl
Engine kW Gen. kW Engine kW Gen. kW 6L32 7L32 8L32 9L3212V3216V3218V32
2 8803 3603 8404 3205 7607 6808 640
2 7603 2303 6904 1505 5307 3708 290
3 0003 5004 0004 5006 0008 0009 000
2 8803 3603 8404 3205 7607 6808 640
GENERATING SET DIMENSIONS (MM) AND WEIGHTS (TONNES)
Engine type A* E* I* K L* Weight*
6L32 7L32 8L32 9L3212V3216V3218V32
9 029 9 36810 46310 612 9 99211 69212 007
2 2902 6902 6902 8903 0603 0603 360
1 4501 6301 6301 6301 7001 8501 850
2 3452 3452 3452 3452 1202 1202 120
3 7184 1224 0554 0254 0894 3734 373
58.5 71.0 75.0 79.5100.5115.0132.5
* Dependent on alternator type and size.
MAIN TECHNICAL DATA POWER PLANT ENGINESCylinder bore 320 mmPiston stroke 400 mmRated speed 720 / 750 rpmMean piston speed 9.6 / 10.0 m/sBMEP 23.3 / 22.9 barCylinder output 450 / 460 kW/cylFuel HFONOX emissions 970 ppm @ 15% O2 or 710 ppm @ 15% O2
RATED POWER: POWER GENERATION*
Engine type50 Hz/750 rpm
Power, electrical kW Heat rate kJ/kWh Electrical efficiency %
6L32 8L32 9L32 12V32 16V32 18V32 20V32
2 636 3 533 3 974 5 327 7 124 8 032 8 924
8 0698 0278 0277 8597 8347 8187 818
44.644.844.845.846.046.046.0
60 Hz/720 rpm
6L32 8L32 9L32 12V32 16V32 18V32 20V32
2 5793 4563 8885 2116 9707 8418 730
8 0698 0278 0277 8597 8347 8347 818
44.644.844.845.846.046.046.0
GENERATING SET DIMENSIONS (MM) AND WEIGHTS (TONNES)
Engine type Length Width Height Weight
6L32 8L32 9L32 12V32 16V32 18V32 20V32
8 766 9 750 11 200 10 030 11 23911 500 12 660
2 418 2 418 2 410 3 050 3 300 3 300 3 670
3 738 3 740 3 740 4 420 4 343 4 220 4 640
58 78 87 90 114 128 137
* Electrical output at generator terminals including engine driven pumps, ISO 3046 conditions and LHV, 970 ppm NOx @ 15% O2, tolerance 5% and power factor 0.8.
Subject to revision without notice.
15
Wärtsilä enhances the business of its customers by providing them with
complete lifecycle power solutions. When creating better and environmentally
compatible technologies, Wärtsilä focuses on the marine and energy markets
with products and solutions as well as services. Through innovative products
and services, Wärtsilä sets out to be the most valued business partner of
all its customers. This is achieved by the dedication of more than 14,000
professionals manning 130 Wärtsilä locations in close to 70 countries around
the world.
WÄRTSILÄ® is a registered trademark. Copyright © 2007 Wärtsilä Corporation.
01.2
007
/ B
ock´
s O
ffi ce
/